Variable pitch propeller



suitable steel plates withopenings including the shaft openingsprovided in the web elements and 16. The web elements 15 and 16 are riveted together to form the end web constructions, at 13. The web elements 18 of the central web construction, at 14, are connected together by the bolts 34:. The two end web constructions, at 13, and the central web construction, at 1 1, are'then brought together in axial or superposed relation, the basal edges 21 and 22 of the web elements 16 and18 being welded together, as shown at 85w. Thereafter, the apical flanges 17 are welded at 8611: and 37w to the end webs 15 and the apical flanges 19 of the central web construction have their inner andouter margins welded .together at 38w and 89w. Also the struts 23 are'welded to the end and central web constructions, at 13 and 14, as already pointed out.

The assembledweb construction, at 11, is then annealed, preferably at a temperature of 1000 degrees F., in orderto relieve stresses due to fabrication, particularly, those dueto the welding operations, this temperature being low enough not to affect desired physical properties of the steel. Next, the center is turned in order to true upthe circumferential web edges, and the rims 10 are bored to slightly smaller diameter thanthe diameter of the web edges. The rims are heated just sufficiently to expand them so that they will pass over the web edges, it being possible to do this without heating the rims to such a temperature as to disturb their physical properties. After the rims are in place, theyare Welded, as shown at 12 11), 48w, an, and 45w to the webs 15, 16, and 18; and, after welding, the assembled structure is subjected to a second stage of annealing, as before, preferably at- .1000 degrees F., which is low enough not to affect the-desired physical properties. Thereafter,the gear wheel is rough machined, material being left for finish'ma- ,chining,'and the teethare rough out. Preferably, afterthese rough machining. opera tions, the gear is subjected to a third stage of annealing at the same temperature as before, the second and third stages ofannealing assuring that any stresses set up in the rim on account of welding, machining, or contraction againstthe web edge-s'shall be relieved, while retaining desired physical properties. If there should be locked-up stresses in the rims relieved by rough cutting and causing distortion, or if stresses should be set on account of such cutting or machining, then the third step of annealing provides for relief of stresses prior to finish machining or cutting with the assurance of a stable :[inal tooth form. It is to be understood, however, that the third stage of annealing may be omit-- ted, as the second stage may be quite sufficient to relieve stresses set up on aceount of welding the rims to thewebs; however, as a matter of precaution, I prefer to subject thestructu're to the third stage'of annealing.

The bolts connect-ing the web elements 18 0f the central. web constructiomat 14;are

removed and the holes are reamed, so as to provide for drive fits of slightly larger bolts. Thereafter, the wheel structure. isv finished 12 with the gear mounted thereonand connected thereto is now turned so that the-tips of the gear teeth willall be in a cylindrical surface which is coaxial with the axis of the From the. f0regoing,it will be apparent shaft 12' and the teeth are finished.

:bored, the bolting faces-of the end web c0nstructions are finished, and such constructions 4 are bolted to the flanges 26 and 27.? The shaft that'I have devised a gear of themarinereduction type which is strong and light;

Strength with lightness is secured by'forming the'center or web construction from steel plate and by having the gear rims connected to the center or web construction in such a way that each rim is subjected tominimum deflection under load. As already pointed.

. 46 I times the overhang distance. With minimum deflection provided for in this way, it is obvlous that minimum stlfi'ness 1s requiredon the partof the rim for satisfactory operation,

and, therefore, the weight of the rii'nm a.y

be reduced to a minimum. Aside from the advantageous features of strength andlightness following from theefabricated type of center or web construction, on account of the manufacture of the latter from steel plate, the material is more dependable and its phys-;

ical properties are more uniform.

Also, the web elem'entsof the center or web construction are of such design and are so disposed relatively, that maximum stiffness and strength are secured. Furthermore, I

have devised a novel method involving the fabrication and assembly of the gear parts and steps of annealing, including annealing of the gear rims to remove stressesand to assure minimum distortion of' finished gear teeth.

While I haveshown my invention in "but oneform, it will be obvious to those skilled in the art that it is not so limited, but is susceptible of various changes and modifications without departing from the spirit there- 5 of, and I desire,'therefore, that only such limitations shall be placed thereupon asare imposed by the prior art or as are specifically set forth in theappended claims.

What I claim is: i 1. In a gear, a pair of toothed rims and f v I 5/ 50 f I 62 Aug. 30, 1932; E. A. SPERRY ET AL 1,

- VARIABLE PITCH PROPELLER Filed June 26, 1950 2 Sheets-Sheet 2 Q r BY/y r ATTORNEY "Patented Aug. 30, 1932 UNITED STATES PATENT." OFFICE A. SPERBY AND WALTER M. PERRY, OF BROOKLYN, NEW YORK, ASSIGNORS TO SPEBRY DEVELOPMENT COMPANY, OF DELAWARE DOVER, DELAW.ARE, 'A CORPORATION 01 VARIABLE rrron raornrrn'a Application filed June 26,

This invention relates to improvements in 10f pitch than has heretofore been possible.

For this purpose we provide a novel type of governor designed to supply additionalresistance to be overcome by the operator in effecting change of pitch.

1 It is a further object of our invention to provide in a construction such as outlined above, that is, one in which brake drums and brake bands are employed, means which will :prevent theflocking of the brake bands to of extreme the brake drums so as to stop the brake drums completely from rotating and thus preventing too rapid operation of the variable pitch mechanism.

It is a further object of our invention to provide means for effecting a positive but quiet stopping of the blades in the positlons pitch. Still another object of our invention is the provision of means for automatically effecting change of pitch of the propeller blades inresponse to the speed of the engine.

Another object of our invention is the provision of means for automatically throttling the'engine in case'of racing thereof due to improper setting of the pitch of the propellers.

Still other objects and advantages of our invention will become apparent in the following detailed description thereof.

In the accompanying drawings,

Fig. 1 is a vertical section taken substantially on line 1-1 of Fig. 2 through a proller hub and engine shaft showing our 2 is a front view of a mechanism disclosed in Fig. 1.

Fig. 3 is an elevation, partly sectioned, of the governor mechanism employed in Figs. 1 and 2.

Fig. 4 is a horizontal section through the governor mechanism of Fig. 3.

portion of the 1930. Serial No. 463,893. I

Fig. 5-is a view largely diagrammatic of a governor-controlled mechanism for automatically operating the brake bands.

Fig. 6 is a vertical section through the brake drum, brake band, and supporting casing for the brake band.

Fig. 7 is a view similar to Fig. 6 showing, the automatic control of the brake mechanism shown diagrammatically in Fig. 5.

Fig. 8 is a vertical section through the brake band applying mechanism shown in Figs. 6 and 7 I Fig. 9 is a view of a governor-controlled engine throttle for limiting the upper speed of said engine.

Referring to Fig. 1 of the drawings, there i is disclosed a hub 10 comprising two steel forgings 1112 locked together by bolts 13 and clamps 14. Said hub includes a plurality of sockets 15 within which are sup orted and journaled sleeves 16 in which is a apted to be fastened the propeller blades 17. Said blades are preferably made of duralumin and screw-threaded into the base of the sleeves 16 where they are locked in position by screws 18. When not running, the

said sleeves and their propellers rest upon supports 20in the base of the hub. When running, however, the sleeves 16 are supported upon thrust bearings 21. Said thrust bearings take the entire load when the centrifugal force is sufliciently great, but at intermediate speeds there is a bending moment of the blade which is taken up by radial bearings .22 and bearing surfaces 23 between the socket 15 and the sleeve 16.

Each sleeve .16 carries adjacent its base a gear quadrant 25. A single annular adjustin'g gear 26 meshes with all of said quadrants so that all of the blades may be simultaneously turned in one direction or the other-to vary the pitch of the propeller blades when the adjusting gear 26 is rotated. To insure the proper meshing of adjusting gear 26with the gear quadrants 25 so that there is no greater amount of slack between gear 25 and one of the gear quadrants 26 than between said adjusting gear and any other gear quadrant, there is provided a sleeve 27 in engagement with bearings 28 on which adjusting gear 26 is supported, and screws 29 extending through the main hub casing 10 into engagement with said sleeve for varying the degree of mesh of adjusting gear 26 with gear quadrants 25.

For operating the adjusting gear 26 in one direction or the other to vary the pitch of all of the propeller blades simultaneously in one direction or the other there is provided the following mechanism: The adjusting gear 26 may be rotated by means of a pinion 32 meshing therewith, the said pinion being carried on the end of a shaft 33 'ournaled in the main hub casing and having eyed thereto a worm gear 34. Said worm gear 34 meshes with a worm 35 on the same shaft as a bevel gear 36 in engagement with two gears 37 and 38 fixed to brake drums A and B respectively. Said brake drums are frictionally mounted on the main propeller casing 10 so that normally they rotate with the propellcr hub. During such normal operation, the propeller hub, brake drums A and B, gears 37, 38, 36, 35, 34, 32, 2 6 and 25 all move together as a unit. It will be seen, however, that as soon as either brake band A or B is retarded with respect to the propeller hub, gear 36 will be rotated because of its engagement with gears 37 and 38, one, of which is 110w retarded with respect to gear 36, so that the latter gear is rotated on its axis and hence rotates the other brake drum ahead of the hub at a corresponding rate. The rotation of worm gear 36 on its axis will, of course, rotate worm 35, worm gear 34, and pinion 32 to rotate the adjusting gear 25, and hence rotate the propeller blades to vary the pitch. The direction of adjustment of the pitch depends, of course, upon which brake drum is retarded.

For selectively retarding the brake drums, we have provided brake bands A-B' which encircle the cylindrical brake drums A and B respectively. Each band may be formed as disclosed in Figs. 6 to 8 inclusive wherein one end thereof is attached to a steel block 40 which is slidable within a casing 41 and normally pulled by a spring 42 in a direction to spread the brake band and disengage it from the respective drum. The other end of the brake band likewise is fixed to a block 40 which is held against oneend 43 of a casing 44 by means of a spring 45. When it is desired to cause engagement of either brake band with its respective brake drum, the operator turns a shaft 50 by means of a suitable connection to lever 51 which swings a cam member 52 to lift the block 40 against the action of the spring 42 and thus wrap the band around the drum. Adjustable stops 53 may be provided to limit the degree of actuation of blocks 40 by the cam 52. This degree of movement will always be less than the degree of movement of blocks 40' on the other ends of the bands. By the construction hereinbefore described, it is impossible, regardless of the amount of force that is applied to the shaft 50 and the brake band A or B to lock the brake band so effectively against movement as to result in complete stoppage of the drum and hence a very rapid rotation of gear 36 and an abnormal, and perhaps dangerously rapid, adjustment of the pitch of the propeller blades. This is apparent because as soon as the pull of the brake drum on the brake band becomes great enough, the endof the brake band carrying block 40' will be dragged by the brake drum in such direction as to compress spring 45 and thus release the grip of the-band on the drum to an extent suflicient to prevent complete locking.

It will be observed that the casing 46 enclosing the brake bands is concentric with.

the drums. This permits the maintenance of a very small clearance between the brake bands and the brake drums, because it provides an even support for the band throughout its entire circumference. Heretofore the band had to be supported by means, such as springsupports, attached to the band at various points, which resulted in certain parts of the band lying closer to the drum than other parts with consequent uneven engagement and wearing. This condition also necessitated the maintenance of a substantial gap between the brake bands and the brake drum. It will further be observed that the brake bands are each provided with a steel back which insures uniform positioning of the band with respect to the drum so there can be no uneventouching of the hand against the. drum, and also permits the whole band to be moved toward or away from the drum by a single force applied to one end of the band, as for instance, in this case a single spring in connection with one point of sup- I ort. p Since the speed of the engine is usually over a thousand R. P. M., and since it requires but a small amount of force on the brake band to lock the brake drum, a rapid setting of the propeller blade pitch is effected which is substantially beyond the control of the operator, since the limit of applied force is so small that no appreciable control thereof is possible. We obtain a very effective control of the speed of adjustment of the propeller blade pitch by the use of a novel form of governor which is designed to add materially to the amount of resistance to be overcome by the operator. We further provide such a governor which has a braking effect that varies with the square of its R. P.v M. so that a very considerable difference in braking power results between low and high speeds. This variable braking power makes it possible to get a fine adjustment by applying the main brake lightly,

while a very much larger force will have to t ave? the blades, such as is necessary when completely reversing. This form of overnor is illustrated in Figs. 2, 3 and 4, an comprises a bevel gear 60 which may mesh with either one of the gears 37 or 38, since as hereinbefore ex lained the retardation of any' one brake d i'um to which these gears are fixed results in a corresponding increase in speed of the other gear in the opposite direction. Thus, whenever one or the other of the brake bands is retarded and there is movement in oneulirection or the other-of gear 36, there will also be rotation of bevel gear '60 which is mounted on a shaft 61 carrying governor weights 62 on laterally extending pins 63 fixed to the shaft 61, Thus when the weights 'are thrown outwardly they will drag with them the two members 64"of a brake member pivotally connected together at 65 and having their open ends connected by a latch comprising a pin fifioperable in a slot within a catch 67 to limit the amount offspread of said brake members. 64; Direction of rotation of shaft 61 determines"the-direction of rotation of the brake'members 64"ii'ito en-- N I cause undue racing of the engine. We may provide an automatic safeguard controlled gagement with one or the other of sto 6869. The resistance thus offered by the governor brake is added to the .gearingand blade bearing resistance to be overcome by the operator. It will be seen also that although the force that is applied to the brake drums A or Bis multiplied by the gearing between gears 37-38 and gears 25-26, the

retarding force of the governor brake does gearing and, therenot return through this fore, does not have its orce reduced. Instead, it is applied directly to gear 37 or 38 and at the'same working distance as the force applied to the beginning of the multiplying gearing by the brake band.

We provide suitable means for effecting a quiet and positive stop for limiting the degree of adjustment of the propeller blade pitch. For this purpose we may utilize the governor just described which carries the cam sur-; I

interfering with thez'more general results outlined, and the invention'extends to' such faces 70--71 into the path of one or theother of rollers 727 3 movable with the adjusting gear 25. As the gear '60 of the governor begins to rotate, it will carry the pgvotportion 65 of the governor into engage 'ent with one or the other of stops 6869,-.depending on direction of rotation, to limit the movement thereof. This movement is suflicient to bring into the path of said rollers 72 or 73the proper cam 70 or 71 with 'which'said rollers contact to limit the movement of the adjustin gear by greatly increasingthe pressure of t weights. be incorporated in the support for roller 73 or 72 to provide a'resilient stop mechanism.

When the direction of adjustment is reversed, the pivot portion 65 moves away from its stop and t e roller 72 or 73 rides down toe governor brake hand against the I desired a resllient arm 74 may matic means may be provided, operated from v the engine, whereby the pitch will be controlled automatically from the engine proper so that when the engine speed increases above normal the propeller pitch will be increased, while when the engine speed falls ofi, the

propeller pitch will be decreased. For this purpose there may be provided a governor G designed to make upper and lower contacts -81 to control electro-magnets 82 83,the cores 84-85 of which ma be connected to the ends of brake bands A respectively,

so that as the speed of the en 'ne rises and falls the proper brake band A or B will be applied to give the proper setting of the propeller blade pitch.

It may hapfpen that when an o erator sets a low pitch 0 t get to increase the ropeller pitch as the aircraft ascends, the

ghter air of which will rom the engine, in the form of governor G so that when the speed of the engine increases to a sufiicient extent the member 86 will engage a member 87 on a link which controls the he propeller that e may forengine throttle 88 to throttle the engine down under such conditions.

In accordance with the provisions of the patent statutes, we have herein described the.

principle and operation of our invention, to-

gether' with the apparatus which we new consider to represent the bestembodiment thereof, but we desire to have it understood that the a paratus shown is only illustrative and that t invention can be carried out by other means. Also, while it is designed to use the various features and elements. in the combination and relations described,some of these may be altered and others omitted without e drums and brake bands cooperating therewith, a casing enclosing saiddrum and bands, means sup orted byfsa id' I casing and enga- 'ng one en" of each band whereby the ban may be operated. to engage the respective drum, and a resilient connection between the other end of each band and said casing.

2. In a variable pitch propeller me'chanism,

F pl a i y 9f lades, means for simultaneous M 1y varying the pitch of said blades including rotating brake drums and brake bands cooperating therewith, gearing actuated by said brake mechanism, and means for increasing the resistance to be overcome by said gearing, said last-named means including a governor comprising'a brake band and a air of wei hts driven from said gearing an cooperating with said last-named band.

3. In a variable. pitch propeller mechanism, a plurality of blades, means for simultaneously varying the pitch of said blades including rotating brake drums and brake bands cooperating therewith, gearing actuated by said brake mechanism, and means for increasing the resistance to be overcome by said gearing, said last-named means including a governor comprising a brake band, a shaft driven from said gearing, pins fixed on said shaft, and weights slidable on said pins and cooperating with said last-named band.

4. In a variable pitch propeller mechanism, a plurality of blades, means for simultaneously varying te pitch of said blades including rotating brake drums and brake bands cooperating therewith, gearing actuated'by said brake mechanism, and means for increasing the resistance to be overcome by said gearing, said last-named means including a governor comprising a split brake band composed of relatively movable members, means for limiting the spread of said members, and a pair oft weights driven from said gearing and cooperating with said members. 5. In a variable pitch propeller mechanism, a plurality of blades, means for simultaneously varying the pitch of said blades, meansfor opposing said itch varying means, and means rendered e ective as the blades approach their limiting positions for increasing the resistance offered by said opposing neously varying the pitch of said blades, a

governor brake including a brake band and rotatable weights operated by said pitch varying'me'ans, and means connected to said pitch varying means and adapted to engage said band as the blades reach their limiting positions for increasing the resistance of said brake.

8. In a variable pitch propeller mechanism, a plurality of blades, means for simultaneously varying the pitch of said blades, said means including an actuating gear, a governor brake including a brake band and rotatable weights operated by said pitch varying means, and means actuated by said gear and adapted to engage said band as the blades reach their limiting positions for increasing the resistance of said brake.

9. In a variable pitch propeller mechanism, a plurality of blades, means for simultaneouslyyarying the pitch of said blades, said means including an actuating gear, a governor brake including a brake band and rotatable weights operated by said pitch varying means, and resilient means carried by said gear and adapted to engage said band as the blades reach their limiting positions for increasing the resistance of said brake.

10. In a variable pitch propeller mechanism, a plurality of blades, means including multiplying gearing for simultaneously varying the pitch of said blade, a governor brake operated by said means at substantially the same efiective working distance as said gearing is operated by said means, and means adapted to be rendered effective when the blades approach their limiting positions for increasing the resistance of said brake.

11. In a variable pitch propeller mechanism, a plurality of blades, means including multiplying gearing for simultaneously varying the pitch of said blade, a governor brake operated by said means at substantially the same effective working distance as said gearing is operated by said means, and means carried by said gearing and adapted to engage said brake when the blades approach their limiting positions for applying a multiplied force to said brake to increase the resistance thereof.

12. In a variable pitch propeller mechanism, a plurality of blades, means for simultaneously varying the pitch of said blades, a governor brake including a brake band and rotatable weights operated by said means, said band being mounted for oscillation between predetermined limits, cam members carried by said band, and members adapted to be actuated by said pitch varying means into engagement with the respective cam when the blades approach their limiting position for increasing the resistance of said brake, said members moving toward the low end of the respective cam when said pitch varying means is reversed. a

13. In a variable pitch propeller mechanism, a plurality of blades, means including multiplying gearing for simultaneously varying the pitch of said blades, a governor brak e including a brake band and rotatable weights v operated by said means, said band being mounted for oscillation between said predetermined limits, cams carried by said band .and members adapted to be actuated by said gearing into engagement with the respective cam when the blades approach their limiting positions for applying a multiplied force to said band and increasing the resistance of said brake, said members moving toward the low end of the respective cam when said pitch varying meansis reduced.

14. In combination, a craft having an engine, a variable pitch propeller, means for varying the pitch of the propeller blades, said means including a pair of drums and brake bands cooperating with said drums, and means controlled by the speed of said engine for selectively actuating said bands into engagement with said drum.

15. In a variable pitch propeller mechanism, a brake drum, a brake band surrounding said drum, a casing enclosing said band and concentric with said drum, and means for spreading said band to ineffective position into complete peripheral contact with said casing.

16. In a variable pitch propeller mechanism, a brake' drum, a brake band surrounding said drum, a metallic back fixed to said band, a casing enclosing said band and concentric with said drum, and means acting upon one end of said band for actuating the same to efiective position in engagement with said drum and to ineffective position int,o complete peripheral contact with said casing.

In testimony whereof we have afl'ixed our signatures.

ELMER A. SPERRY. WALTER M. PERRY. 

